Railway signaling system



June 2, 1931. G; KEMMANN 5 RAILWAY SIGNALING SYSTEM I Fil y 1 28 3 Sheets-Sheet 1 June 2, 1931. t G. KEMMANN 1,808,661

RAILWAY S IGNALING SYSTEM Filed May 18, 1928 3 Sheets-Sheet 2 I June 2, 1931. a. KEMMANN 1,808,661

RAILWAY S IGNALING SYSTEM Filed ma 18, 1928 5 Sheets-She'c 5 Patented June 2, 1931 UNITED STATES GUSTAV KEMMANN, or BERLI MG UNEWAL GERMANY RAILWAY sreimnme SYSTEM Application filed May-18, 1928, Serial No,

The invention relatesto a signaling system which may be employed for steam or electric railways and especially in cases of very in- ,tense and quick trafic.

{5 The essential feature consists therein, that a magnet arranged on the locomotive or other vehicle and a magnet arranged on the track 7 are both provided with electric windings in such mutual relation as to produce by the in- 1 ductive action arising from the passage of the one magnet near the other at once'the necessary influences on the locomotive (braking, signaling on the .drivers place) and on a .relay operating the blocking devices on the track. It is thereby possible to attain a special high security as the complete inter-dependency of the locomotive signals and the track blocking ensures that any trouble arlsing 1n d ,the locomotive circuit will block the track and any trouble arisingin the track circ'uit willv brake the locomotive or warn the driver.

In the drawings theuntil now known de-.

' vices and the new device are shown in JuXta- ,;position in diagrammatic views. I 95 Fig. 1 shows a locomotive signaling magnet Fig. 2 shows a like magnet in coaction with a track magnet, Fig.3 shows alocomotive magnet in coaction with atrack magne't for track blocking, Fig. 4 shows a locomotive signaling magnet in coaction with a track magnet influenced by the position of the track signal,

Fig. 5 shows the new device, and Figs. 5 and 5",illustrate modified forms of the structure disclosedin Fig. 5;

Figs. 6-9 illustrate more clearly the dif ferent functions of the new device.

According to Fig. 1, forexerting an inductive influence on the train,- on the locomotive a magnet is arranged with windings and, a

source of electric current is so connected to said windings and the windings of a locomo- .tive relay, that an alteration of the magnetic. field of said magnet exerts an influence on, saidrela Fig. 2 shows the same device arranged a ove a track magnet which may be a permanent magnet or only an ironpart and serves forj closingand augmenting the mag- 'netic field of the locomotive magnet as to 278,827, and i-n- Germany my 20,1927.

induce in the windings of the later an electric; voltage which in the windings of the closed relay produces an opposite current. so as to open the relay and effect the several influences as for instance a signaling action for the driver, a trainbraking action and the like.

According. to Fig. 3 an inverse operation is effected in so far, as onthe locomotive a simple magnet or iron core is arranged, and on the track a magnet with windings, a relay and a current sourceare similarly arranged as previously on the locomotive. In this ar-" rangement the opening of the relay, caused by the approach of the locomotive, produces the several track blocking operationsu Apiparently for this device current exciting the track magnets must be continuously generated.

According to Fig. 4, in a device corresponding to Figs. 1 and 2 the track magnet is pro vided with a winding connected. to contacts;

of the track signal in such way thatin clear position of the signal thecircuit of said, winding is closed, whereas in danger position of the signal'the circuit'of said winding: is interrupted. In this case the locomotive. magnet passing the track magnet induces a, voltage in the windings otthe latter, and if the signal is at clearand its contacts are closed, said voltage produces a current which produces a magnetic field opposed to the field of the locomotive magnet. Herebythe augmentation of the field of the locomotive mags net is essent'ially compensated and the current induced by said field augmentation becomes not strong enough for causing the re lay to open. Therefore,the relay remains closed and no influence is exertedon the train. In the opposite event, if the track signalis vided, and furtherar'ran ".ements are provided for effecting the track locking'independ-ffi 'ence on the locomotive currents; Fer' this purpose the windings of the track magnet are closed through the track signal contacts and a blocking relay, whichgoverns all operations necessary for the automatic blocking;

In Fig. 5 on the locomotive the current source is shown as a generator for making clear that it is not necessary to use direct curcurrent generation. The invention further. is practicable with directly acting currents as Well as with currents normally fiowingcontinuously and interrupted for effecting the operations. V,

In Figs. 6to 9, the invention is illustrated V in ,a normal danger system, but it. is also applicable fora normal safety system. The reference numerals 10, 11 and 12 indicate the corresponding track magnets depending on the signal contacts .16, 17 and 18 respectively. The track relays in "the circuits of said track magnets are shownat 19, 20 and21. They are adhering relays which by having a weak constant'magn'etic field, which does not suf fice for attracting the armature, but suffices forholding it after being closed when closed'remain so as long. as no current (in duced'by alocoinotive magnet) passes through their coils. Small restoring solenoidmagnets' 22 23 and 24 are" provided which, when travsaid track relays 19, 20 and 21 into their normal position, so as to close the contacts 25, 26 and 27 of the track relays19, 20 and 21, which serve for operating special block relays 28, 29, 30 having, for instance, five 45 contacts each for governing the several blocking operations, namely 34 and 37 ('35 and 38,

36 and 39.) for governing the restoring mag nets 22, 23, 24; 40 and'46 (41 and 47, 42 and '48) for governing the relays 28, 29, 30; and 43 (44, 45) for governingthe motors of the signals 10, 11, 12.

V V In all the illustrations the train is indicated by a. locomotive magnet 1.

' Figsf6 to 9 are diagrams showing the several circuits which are operated by a train moving along the track from left to right. As shown in the drawing, when the relays 28, 29', 30 are excited by a current, the contacts 43, 44,45 and 46, 47, 48 areclosed, the contacts 34,35, 36 and 37, 38, 39 and 40,@41, 42 are open whereasin case these relaysarejnot-excited the contacts 43, 44, 45 and 46, 47, 48 are open, and 34, 35 36 and37,38, 39 and 40, 41', 42 are closed. Various circuits serving 7 65 for initiating the operation and forswitchand sure action is attained with only small several-block signals, and 13, 14 and 15 the ersed-by. current, return the armatures of the ing in cases of disturbance are only diagrammatically shown as keys 49, 50. s

Fig. 6, shows the track section 31, 32, 33 in free condition and a train 1 approaching secpurpose of. giving passage to a locomotive 7 having no l'ocomitive magnet.

Fig. 7 shows the condition produced by the train at the moment of passing said signal. In consequence of the magnetic impulse the relay 19 becomes deenergized and its contact 25 becomes interrupted, sothat the relay 28 becomes deenergized and opens its contact 43 which serves for operating the signal 10, as shown diagrammatically in Figs'. 6 and 7, so that said signal falls into danger position and secures the passed. train. At the same time .5 therelay 28 closes its contacts 34, 37, 40. Through the contact 40 a current flows to the relay 29, so that said latter relay attracts its core or plate, whereby its contacts 35, 38, 41"

are opened,and 44, 47 are closed so as to move v the signal 11 into theclearposition, and by closing its contact 17 signal 11 makes its train stop inoperative. r i. Fig. 8 shows the effect of the passage of the train 1 beyond the signal 11; as described in connection with Fig. 7, the relay 20 becomes. deenergized; the contacts 35, 38, 41 of relay 29 are "closed, and 44,47 are interrupted. f Thereby the signal 11 comes into danger position. Through the contacts 41,27 the relay 30 on the "signal 12 becomes excited so as to close its, contact 45 which causes the latter signal to go into'clear position; Through the contacts 38,34 the restortingmagnet 22 is energized so as to close contact 25 andp'r'epare the signal 10 to gointo clear position. a

Fig. 9 shows the diagram with a train 1' entering track section '31 while the train'l has just passed the section32." The train-1 would be confronted by the signal lla't danger as long as the train 1 had not passed the 3 signal 12, for in this case the relay 30 woul'd v remain energized, but after the train 1 has passed the magnet 15 and deenergized the relay 30,,the contact 39 is closed and through this contact and contact 35 the contact 26 is closed vso as to prepare the, signal '11' t gointo'clear position. i

As special .advantages of the new arrangement the following may be mentioned. Theautomatic blocking is connected in the closest manner to the automatic tra n influencing without anyv remarkable specialcost and; complication. Accidents arising from block troubles or inattention of f the'locomotive .125 drivers or other employees are practically, excluded, as each trouble arising in the block necessarily moves the appertaining signal,

'into theclosed position. closed signal, even when not/seen, ,neces'sarily'causes the track .train to be braked. Therefore utmost security is warranted.

' Each train when passing the inlet signal of a block section protects itself rearwardly and .at once moves the next forward signal into free position, if the next block section is free.

The costly apparatus, as inductance coils connected to the rails, extended insulating de: vices, and the expensive current consumption of the blocking by aid of rail currents are avoided. Only a simple-additional implement is needed. 7

I claim:

1. A railway signaling system comprising in combination on the locomotive or other vehicle a magnet with windings, a relay connected to said windings and governing the train influencing devices, and on the track several so called track magnetizable cores with windings connected through a signaling switch to relays governing the blocking operations, said locomotive magnet and said track magnets being soiarranged that when juxtaposed to each other by the running train the locomotive magnet influences the track magnet and is mutually influenced by the same track magnet according to the position of said signaling switch.

2. A railway signaling system as described in claim 1, wherein the windings of the track magnets are connected to the blocking relay through a signaling contact depending upon the position of the block signal.

3. A railway signaling system in combination on the locomotive or other vehicle a magnet with windings, an alternating current supply and a relay connected to said windings and current supply and governing the train influencing devices,and on the track several so called track magnetizable cores with windings connected to relays governing the blocking operations, said locomotive magnet and said track magnets being so arranged as to mutually influence themselves when juxtaposed to each other by the runnin magnets having such capacity and-inductance as to be in resonance with the frequency of the locomotive alternating currents. i

4. A railway signaling system as described in claim 3, wherein to the blocking relay additional condensers or self induction coils are connected for producing resonance with the frequency of the locomotive alternating currents. v

In witness whereof I affix my signature.

GUSTAV KEMMANN.

train, and the current circuits of said- 

